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Bike Lanes.4 Numbers Bicycling | A LIVABILITY FACT SHEET Half of all trips taken in the United States are three miles alongside Brooklyn’s Prospect Park. Weekday bicycling or less, yet most Americans drive — even to the closest traffic tripled, speeding by all vehicles dropped from 74 to destinations. Only 3 percent of commuting trips in the 20 percent, crashes for all road users dropped 16 percent U.S. are by bicycle, compared to up to 60 percent in The and injuries went down 21 percent, all without a change Netherlands. in corridor travel time.3 Throughout New York City, deaths and serious crashes are down 40 percent where there are Still, it’s not unreasonable to believe we can improve our bike lanes.4 numbers. The popularity of bicycling has been on the rise. The number of bike trips doubled between 1990 and Bicycling also provides economic benefits: Two-thirds of 2009, and many communities and the federal government merchants surveyed on San Francisco’s Valencia Street say are embracing the bicycle as a transportation solution for that bike lanes have improved business. In North Carolina’s a healthy and viable future.1 Outer Banks, bicycle tourism has already generated $60 million in annual economic activity on its $6.7 million Surveys show that 60 percent of Americans would ride a bicycle infrastructure investment. In 2009, people using bicycle if they felt safe doing so, and eight out of 10 agree bicycles spent $261 million on goods and services that bicycling is a healthy, positive activity. in Minnesota, supporting more than 5,000 jobs and generating $35 million in taxes.5 Although issues related to bicycling continue to be debated, experience shows that bicycle-friendly features Building bike infrastructure creates an average of 11.4 increase safety for all road users, including motor vehicles.2 jobs for every $1 million spent. Road-only projects create 7.8 jobs per $1 million.6 The average American household In 2010, New York City removed a traffic lane and painted a spends more than $8,000 a year on its cars; the cost to two-way bicycle path with a three-foot parking lane buffer maintain a bicycle is about $300 a year.7 Building bike infrastructure creates an average of 11.4 jobs for every $1 million spent. Road-only projects create 7.8 jobs per $1 million. This path in New Smyrna Beach, Fla., is part of a Volusia County plan to link schools, parks and businesses through interconnected paths. Fifteen miles were completed by 2012 with overwhelming public support. (Image: bikeflorida.net.) Myth-Busting! “Bicyclists don’t follow rules.” be a better place to live if biking were safer and more While there are bicyclists who do break the law, a comfortable. Between 2001 and 2009, the fastest growth large Federal Highway Administration study found that in bicycle use in the U.S., from 16 to 23 percent, occurred motorists failed to yield the right of way in 43 percent of among self-identified Hispanics, African-Americans and crashes; bicyclists were at fault 36 percent of the time.8 Asian-Americans, 86 percent of whom have a positive view Since the 1982 passage of Idaho’s “stop as yield” law, which of bicyclists.14 allows cyclists to treat stop signs as yield signs, there has been “no discernible increase in injuries or fatalities,” “Bicycling is too dangerous.” 9 according to the Idaho Department of Transportation. Bicycling does tend to have higher fatality rates per mile than motorized travel, but a typical motorist drives five to “Bicyclists don’t pay their fair share.” 10 times more miles than a typical cyclist. All road users — cars, trucks, bicycles, pedestrians, buses, Bicycling risk can be significantly reduced through light rail — are subsidized to some extent by society at improved infrastructure and a greater number of bicycles large. Funding for U.S. roadways comes partly from vehicle on the road.15 Bicycling also imposes a minimal risk to taxes, fuel taxes and tolls, which together account for up other road users and provides significant health benefits to 60 percent of direct costs. General taxes and fees pay that can offset crash risks.16 the remaining 40 percent. The federal gas tax of 18.4 cents There were no bicycling fatalities in bicycle-friendly per gallon has not been raised since 1992. Portland, Ore., in 2013 even though bicycling accounts for Cars, buses and trucks impose much higher at least six percent of all trips. By comparison, 21 people maintenance and capital costs on roads than bicycles were killed inside motor vehicles that year.17 do, and they benefit from subsidies that are not directly paid by motorists.10 In 2009, the Seattle Department of “Bicyclists slow down cars and create congestion.” Transportation paid only 4 percent of its road expenses with the gas tax while non-motor vehicle funds paid for Average traffic speeds in Manhattan increased nearly 11 seven percent since the installation of bicycle lanes south the rest. 18 Motor vehicle crash injuries cost society $99 billion of 60th Street in 2008. Bicycles take up way less road in 2010 due to medical expenses and lost productivity.12 space than motor vehicles and cyclists tend to avoid Pedestrians and bicyclists bear a larger share of costs than congested roads that don’t have bike lanes.19 they impose.13 “Bicycle lanes hurt business.” “Bicycling is for fit middle-class white guys.” After the installation of protected bike lanes on Six in 10 young bicycle owners are women, eight out of Manhattan’s 8th and 9th avenues in 2007, retail sales 10 American women have a positive view of bicycling increased 49 percent in those areas compared to 3 percent and two out of three believe their community would in the rest of the borough.19 1. U.S. Department of Transportation, Federal Highway Administration, Pedestrian and Bicycle Information Center (May 2010). The National Bicycling and Walking Study: 15–Year Status Report. http://katana.hsrc.unc.edu/cms/downloads/15-year_report.pdf 2. Marshall, W, Garrick, N. (March 2011), “Evidence on Why Bike-Friendly Cities Are Safer for All Road Users,” Environmental Practice 13 (1) 3. Newmann, A., Steely-White, P. (February 2011), “Battle of the Bike Lanes.” Bicycle Times. Issue 009; and New York City Department of Transportation. Retrieved February 25, 2014, from http://www.nyc.gov/html/dot/html/bicyclists/prospectparkwest.shtml 4. Transportation Alternatives, “Bicycling in New York City: Know the Facts.” Retrieved Feb. 24, 2014, http://transalt.org/issues/bike/bikefaq 5. Flusche, D. League of American Bicyclists, Advocacy Advance (2009, 2012), Bicycling Means Business: The Economic Benefits of Bicycle Infrastructure. http://www advocacyadvance.org/site_images/content/Final_Econ_Update(small).pdf 6. Garrett-Peltier, H. Political Economy Research Institute, University of Massachusetts at Amherst (June 2011), Pedestrian and Bicycle Infrastructure: A National Study of Employment Impacts. http://www.peri.umass.edu/fileadmin/pdf/published_study/PERI_ABikes_June2011.pdf 7. Livable Streets Alliance, U.S. Bureau of Transportation Statistics, Alliance for Bicycling and Walking. Retrieved Feb. 24, 2014, http://www.livablestreets.info/facts-and- stats 8. Hunter, W. W., et al (1995), “Bicycle-motor vehicle crash types: the early 1990s,” Transportation Research Record, No. 1502, pp. 65-74 9. Mionske, B. (2009) “Legally Speaking with Bob Mionske: Stop as yield.” Velo News. http://bit.ly/1orJGmt 10. Litman, T. Victoria Transport Policy Institute (November 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 11. Seattle Department of Transportation 2009 Annual Report. http://www.seattle.gov/transportation/docs/2009AnnualReport.pdf 12. Rocky Mountain Insurance Information Association, AAA, FHWA. Retrieved Feb. 26, 2014, http://www.rmiia.org/auto/traffic_safety/Cost_of_crashes.asp 13. Litman, T. Victoria Transport Policy Institute (November 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 14. League of American Bicyclists, Sierra Club (2013), The New Majority: Pedaling Towards Equity. http://www.bikeleague.org/sites/lab.huang.radicaldesigns.org/files/ equity_report.pdf 15. John Pucher and Lewis Dijkstra, “Making Walking and Cycling Safer: Lessons from Europe,” Transportation Quarterly, Vol. 54, No. 3, Summer 2000 How To Get It Right Bicycle parking promotes bicycle riding. Bike racks Grade-separated, protected bike lanes (like this can be placed on or off the street. Fun Fact: One raised cycle track in Missoula, Montana) provide vehicle parking space can accommodate 12 bicycles. separate, defined spaces for riders and drivers. To encourage bicycling and bicycle-friendly Provide adequate bicycle parking streets and communities, try the following: Bicycle racks encourage bicycling. Well-placed racks provide a secure place for parking bikes while shopping, working or playing. Racks can be located inside buildings Embrace a public process and build support or bolted into sidewalks or even the street. A single Develop an education and awareness campaign prior to parking space can hold up to 12 bicycles on staple racks implementation, and reach out broadly to community (they look like an inverted “U” shape) mounted in a row. members, elected officials and municipal leaders. Government officials may need to see public support Create routes and wayfaring signs before acting. Toward that end, advocates can share this Develop a system of routes cyclists can follow to get fact sheet, talk to neighbors, build community support around town safely. Install highly-visible
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